American Speed Association - Building Better Racing

1/6Butch Miller (37) and Reed Sorenson (29) go after it during a 2003 ASA race. This is a classic battle of series veteran versus newcomer, and the results don't favor one over the other.

Auto racing has reached a crossroads, but it's certainly not the first time the sport has been faced with decisions that could affect the future. Some of the issues don't go away-things like cost and safety. They must be repeatedly addressed-tailored to fit the situation with new ideas and innovations providing the incentive for change.

Change is seldom accepted without a fight. There are those who believe the status quo is working and will be working for the foreseeable future. It's those who look beyond the immediate view who can cast insight into the growth and development of the sport. You don't want to think about how to take a car into a corner when you've started to turn the wheel. It's something you need to understand before you get there.

While the major league series draw the lion's share of the attention, the short track series of the nation have had their time in the spotlight. Often, a short track series can come up with an idea, but, due to lack of resources and publicity, it never gets the credit. That's not the case of the American Speed Association, more commonly known as the ASA. This sanction has taken the idea of future development to the next level with innovative ideas that have run against the grain of the lockstep often seen. Just because an idea is working doesn't mean it couldn't work better.

2/6The engine package used in the ASA has given some crewchiefs a bit of peace of mind and helped car owners save money. The engine program will be in place for at least two more seasons.

The sanction really drew the attention of the racing world when it abandoned the stalwart carbureted engine in favor of the fuel-injected LS-1 engine from General Motors in the late '90s. ASA ordered 300 engines, which were built at the GM plant in Romulus, Michigan, then sent them to Lingenfelter Performance Engineering in Indiana. Each engine was modified with a more aggressive camshaft and stronger valve springs. A dry-sump oiling system was used as well for the racing application. The engines were tested and sealed, then sold to competitors. Dyno numbers showed the engines to hit 430 hp at 6,200 rpm, with 430 ft/lb of torque at 4,800 rpm. These engines were available for a fraction of the cost of the V-6 engines run in the series before the sealed engine arrived.

Critics were skeptical of the engine's ability to perform up to the task of the rigors of high-speed oval track action. The critics were silenced years ago. Few failures were seen. Engines from the first race were still running well into the 21st century. GM has used its racing experience to make some changes in the production engines for increased durability, thanks to the ASA program.

The conventional wisdom for those on the upward path within the sport requires you to know all you can about the tires. While they were taken for granted in the early days of competition, tires have become a key element of racing, no matter the surface. For those aspiring to move up, it was believed that an intimate knowledge of one particular brand would hold a key to rapid success. When the ASA decided to investigate the use of a competing tire company, the naysayers again appeared to question the wisdom.

The ASA and BFGoodrich Tires (a division of Michelin Tire Company) worked together in the 2000 season to put the cars on radial tires. It marked BFGoodrich's foray into the sport of oval track racing, complementing the company's presence in other forms of racing.

The consistency of the tires has been a plus for the series. The tires for the 2003 season were the same as the previous years, with compound changes for two of the tracks on the series schedule. Most of the tracks on the schedule call for the medium compound tire for each side of the car. The high-banked tracks require a hard tire on the left side, and a high-banked model for the right side of the car.

3/6One of the cost-cutting measures on the ASA tour is the mandate on pit stops. You can fuel the car or change the tires, but not both. Only five crew members are allowed over the wall. It helps the low-budget teams in a number of ways and makes exciting strategy come into play.

The ASA was a family-owned operation until the 2003 season. Started by Rex Robbins, the circuit was sold to Steve Dale in late 2002. Dale was the car owner for the championship car and thus intimately familiar with the circuit. As he took the leadership of the series, many of the innovations stayed in place. Dale kept much of the group's operating corps in place with slight responsibility changes along the way. At the head of the pack, Mark Gundrum became the general manager and Joe Balash functions as the director of operations.

The goals of the ASA are to lead the way in racing and be around for a long time. There are projects underway that will not be unveiled for years to come while other innovations are expected in shorter time frames. The series operates with the idea that any change will serve the good of all-competitors and spectators alike. Safety occupies one area of concern.

"From a safety standpoint, some of the things that we started back in 2000 with Project 2000 was an entire investigative process on the areas of the car that we could enhance and make better," said Balash. "There have been 22 separate projects that we have actually added to that list since then and we are investigating things like better seats, redesigning the rear clip, possible changes with the window netting or other netting inside the car, absorbent barriers, and other things that serve to redirect energy. These are all types of things we're continuing to look at with our manufacturing partners.

4/6Car presentation is important. The series wants to create a professional image for its partners and participants. ASA cars look sharp and run fast when the green flag flies. This is especially important when the TV cameras cover each ASA race.

"We are always looking for ways to further improve safety," Balash continued. "One thing has been side impact. If we have an incident where a car hits the wall on a side slap, or it hits the wall somewhat flat, we need to be able to have that car absorb or redirect that energy so it's not transferred directly to the driver. As we look to the future, that's one of the things we really want to continue to take a good look at attempting to help in those areas."

The emphasis on safety is further noted with the hiring of a safety director, making ASA one of the few traveling series to fill such a position. Scott Isaacs, a professional in the fire and rescue business who has also worked extensively with local racetracks, came on board in 2003. "He'll help us respond more quickly to an incident on the track," Balash said. "It gives us a person to review the procedures to make sure we're doing the right things at the right time. He meets with the safety teams at the respective venues. He also meets with the manufacturers and others in the industry to insure that we are staying current with all of the issues that are at hand in racing."

Everything has its price, and innovation doesn't come cheap. Safety reigns supreme, but cost must be an important consideration.

"Anytime you are part of a motorsports sanctioning body, it is your responsibility and duty to maintain the cost of racing," said Steve Dale. "By nature, racing over the years has put itself out of business and typically has had to reinvent itself. Having been a competitor and car owner myself, nothing is more apparent to someone who is writing the checks and paying the bills than how expensive racing is. First and foremost, it is our responsibility to help the competitors maintain the cost. Our car counts this year, I believe compared to most other touring series, have been very good. I believe it is because of the many changes we have made."

"You don't want to spend large amounts of money for what might prove to be a very small change on the car," said Balash with respect to safety. "It's a case of looking for the best avenue to provide the protection to competitors.

"Construction-wise, the ASA cars have remained pretty much the same since the engine/tire package was introduced in 2000. We haven't really done anything with transmissions, clutches, and things like that since 2000."

5/6Chad Wood goes to work on a suspension part. The 27-year-old Wisconsin racer has parlayed his short track record into a touring series stop. ASA was a logical choice for this racer.

The series announced an extension of the existing engine program that will carry the ASA 5700 V-8 engine through 2005. A freshening program through Lingenfelter Performance was put into place. Competitors can spend less than $4,000 to spruce up their powerplant, essentially $10,000 less than buying a new engine. For those already in possession of the engine, the idea of continuing its use is a relief.

"It definitely gives all of the full-time competitors a little bit of comfort in knowing what we have to look forward to-where a guy doesn't mind buying another engine or two, understanding they won't be obsolete at the end of the year," said competitor Rick Beebe.

"They are good engines and they're good for racing," said competitor Todd Kluever. "The program for repairs with Lingenfelter (Performance Engineering) is only a bigger bonus for the series. I have an engine here I would like rebuilt. Last year, I had to go ahead and buy a new one. If I could spend $3,800 and get my motor rebuilt and have it be as strong as a new one, that saves me a lot more money."

Few of the innovations offered up by the ASA in the recent past have been solely at the discretion of the sanction. The leadership has always addressed the importance of partners, known in some circles as "sponsors." The difference is that sponsors pay their money for exposure and often have a lower level of interaction. ASA takes the partnership approach and draws strength from the relationship.

"The product manufacturers are extremely important and luckily, ASA has a long history with various manufacturers," offered Dale. "Most of the products we use are from many of the same manufacturers that the (NASCAR) truck series, Busch, and Winston Cup teams use as well. They are very high quality, proven products that are constantly looking to improve. Again, those that we look at are from a safety and cost standpoint. We monitor that regularly."

"We have some unique relationships with some of our product manufacturers," added Balash. "They bring us specific products for the applicable specifications of our cars. That allows us to have certain safety controls over the ASA car. Many of our suppliers do their own testing and offer the next generation of things to make our cars even better and safer."

The series maintains an owners' committee to provide input for series officials. "Because I'm on the other side and I've been on the owner committee, I know it is an important role for the owners to play," Dale said. "They can give input from themselves and their own experiences or hopefully from other competitors that have come to them and made suggestions to pass along to us. Also, it allows us to give them a heads-up on possible changes that are being contemplated. They, in turn, give input and reaction. As an example, we are exploring the possibility of running events on larger tracks and at larger venues. The feedback was largely positive and therefore we've put forward a test at a larger facility in determining feasibility and practicality of running there."

The series didn't wait for the off-season in moving on this subject. In the middle of an 18-race season, a pair of drivers was sent to Lowe's Motor Speedway in Charlotte, North Carolina. The test was labeled a success, but the next step is in the hands of series and track organizers.

"I think there are a lot of things you really need to investigate and again, that's where you bring in the experts of the industry and those who have been involved with us for some time," said Balash. "Howe Racing, Five Star, BFGoodrich Tires, Tex Racing, and others-really everybody getting together, looking at those areas, doing the proper testing first, getting the data back, analyzing it, and then making the right changes based on the proper testing."

6/6

The series has implemented a rule in 2003 that limits the number of people over the pit wall to five. Further, the series has required the competitors to either fuel the car or change the tires, but not both on the same stop. It has led to some interesting scenarios, most of them good.

"I believe our pit road is much cleaner looking and organized because there are not seven, eight, or nine people in each pit running around the car," said Dale. "For now, we are a short track series and therefore we have less space to operate in anyway. The safety aspects that have been mentioned are no more apparent than on pit road itself, where there are now fewer people and less activity from a standpoint of accidents that could happen.

"One of the things that could happen with part-time folks that we have in our series might be that, for whatever reason, a team is changing the left-side tires and pulling that left rear, with the guy dumping fuel there. For any number of potential reasons, it doesn't go perfectly and quickly becomes a volatile and dangerous situation. I feel the changes we have made are good for the competitor, the series, and ultimately for the fans."

With the emphasis on cost and safety, the idea of growing the sport also means creating a product that must be seen. The importance of the television packages to today's racing series have been stated over and over again. ASA is fortunate to have its existing program, thanks to the continued hard work of series officials. It was television that helped the exposure, and television continues to open markets for the series. The camera doesn't lie, so you have to put your best foot forward each time. That reputation brings people to the live shows at the racetracks. Dale is aware of the importance of the series image.

"One of the biggest changes that's going to come for us in the future is that we are really going to pay attention to who our fans and customers are. My intentions are to work very hard in growing our fan base and we won't spare much in doing that. We are presently involved in on-site surveys and will take that information and analyze it seriously, and likely make additional changes to accommodate that fan base."

Now The hierarchy of the ASA understands the challenge. They know they need a marketable product that will draw quality drivers. The series roster features a mix of veterans with up-and-coming talent. Holding the line on cost keeps both sides in the hunt. Quality racetracks and potential growth draw the eye of supporters and spectators.

No business wants to show its cards too early. ASA is thinking of greater projects than those listed here, but doesn't seek publicity. It's not about what can be done, but rather what will be done. ASA is not afraid to be different. It has gotten them to the next level into the 21st century, but like any good racer, you drive as hard when you're ahead as any other time. Otherwise, you become part of the pack, and that's unacceptable with the ASA.